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Aviation History
1942
1942 - 0826.PDF
376 FLIGHT APRIL I6TH, 1942 THE FUTURE OF CIVIL AVIATION to examine the history of civil aviation in the inter-war period to see how completely money was the master of the situation. We are inclined to assume that the control of finance is quite beyond our interest or knowledge, but I feel that, unless we as individuals are determined that in post-war conditions money will be made the servant and not the master of the destinies of the State, we waste our time in discussing how we could develop any post-war activity. It is not for us to say exactly how this should be done. It is quite possible that, within the framework of the pre war financial set-up, civil aviation could have had sufficient money to enable it to develop along the lines which we believe would result in its becoming a valuable asset to the State. We should make it clear on/*every possible occasion that, provided the restrictions which it suffered before the war, which were largely due to the caution of financiers and politicians, are removed, there are no tech nical difficulties which aircraft designers, constructors and operators cannot overcome. An artist's impression of Cejftia Cranes in formation over the snow. E.F.TS. Busy Day and Night : Morf Schools Being Started : Cessna Crane Details A LETTER from a former member of the editofial staff of Flight tells briefly of flying conditions m Alberta and Saskatchewan, where he has been st^ioned for .S. The ^the British frienced and »w TO them. is intense, 50 degrees iere is some risk sensation to the keep the airmen as some months as Flight Instructor at an training staffs and pupils now over there Commonwealth Air Training Plan mastered severe wintry condition: In some of the Western trainin ' the thermometer havin^j?een c of frost. With wind bl( of frostbite, and trou^er&give a legs. High up, however, 'Hie " chinos warm. The schools have %ad an exceedingly busy time, particularly since the training course was tightened up and night flying added to the curriculum, and more new schools are being started. Although snowstorms occasionally inter fere with operations, training has progressed extremely well and the proportion of pilots pass ing successfully is high. Snow is continuously rolled flat on the airfields. It appears to be no use trying to remove it with ploughs be cause of the high wind. When land ing, the pupils fjffd judgment of height difficult at first—indeed, all have to overcome that initial difficulty. Home news is lacking as the radio sets in use will not successfully pick up the British official' news bulletin. This is a matter of some regret as, on ihe prairie land of the West, camps are often many miles away from towns and social life. Their living quarters and food are very good. The new twin-engined low-wing Cessna Crane is a type now in use in certain training centres in Canada. It has a wing span of 41ft. nin. and a length of 32ft. gin. Weight empty is 3,5001b. The machine jjf pronounced as easy and pleasant to fly and very manoeuvrable. Approach speed, at about 90 to 100 m.p.h., enables a touch down at about 70 m.p.h on an airfield 3,000ft. above sea level. The climb is very fair with fixed-pitch airscrews and excel lent with V.P. types. The cruising speed is 170 m.p.h. indicated, with four up, the engines being 7-cylinc'er Jacobs of 225 h.p. each at 2,000 r.p.m. Take-oflv £a- landing runs are short; service ceiling is approximately 20,000ft. The cabin is very comfortable and roomy and one may converse easily with voices slightly raised. An efficient cabin h§*ter is provided. The electric flap and machine controls are by simple switches. Flaps need to go down early on the approach because they have a big angle of depression and move slowly. For a trainer, forward visibility is not as good as it could or should be. The snub nose is high and obstructs the view, and the wind-shield panels could well be carried down lower. Trimming con trols in the roof, conforming to U.S.A. practice, are sensitive, and in reason ably calm air the machine can be trimmed to fly indefinitely hands off. The rate oiclimb needle is distinctly sensitive, which is worrying when fly ing blind, particularly after the more sluggish type in use at home. The control wheel projects from the instru ment panel, but the rudder and brake- pedal mountings are not too comfort ably placed for position or angle. Ailerons are sensitive and the tend ency to swing on take-off is quite light. With a type new to the pilot his experience was "most enjoyable." m
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